Fuel and Emissions Systems: Other Honda Insight ZE2 рестайлинг

Intermittent Failures

The term intermittent failure means a system may have had a failure, but it checks OK now. If the malfunction indicator lamp (MIL) on the dash does not come on, check for poor connections or loose terminals at all connectors related to the circuit that you are troubleshooting. If the MIL was on but then went out, the original problem may have been intermittent.

Service Information

Periodically, new powertrain control module (PCM) software or new service procedures may become available. Always check online for the latest software or service information related to the DTCs or symptoms you are troubleshooting.

Opens and Shorts

Open and short are common electrical terms. An open is a break in a wire or at a connection. A short is an accidental connection of a wire to ground or to another wire. In simple terms, this usually means something won't work at all. With complex electronics (such as PCMs) this can sometimes mean something works, but not the way it's supposed to.

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Scheme 617

1. Start the engine, and check the MIL (A). NOTE: If the ignition switch is turned to ON (II), and the engine is not started, the MIL stays on for 15 - 20 seconds (see «MALFUNCTION INDICATOR LAMP (MIL) INDICATION (IN RELATION TO READINESS CODES)»(ref-513169-S04503204482012110700000) ).
2. If the MIL stays on, connect the HDS to the data link connector (DLC) (A) located under the driver's side of the dashboard.
3. Turn the ignition switch to ON (II).
4. Make sure the HDS communicates with the PCM and other vehicle systems. If it doesn't, go to the DLC circuit troubleshooting (see «DLC CIRCUIT TROUBLESHOOTING»(ref-513153-S33429882062012110700000) ).
5. Check the diagnostic trouble code (DTC) and note it. Also check the freeze data and/or on-board snapshot data, and download any data found. Then refer to the indicated DTC's troubleshooting, and begin the appropriate troubleshooting procedure. NOTE: Freeze data indicates the engine conditions when the first system malfunction, misfire, or fuel trim malfunction that activated the MIL was detected. The HDS can read the DTC, freeze data, on-board snapshot, current data, and other powertrain control module (PCM) data. For specific operations, refer to the user's manual that came with the HDS.
6. If no DTCs are found, go to MIL troubleshooting (see «MIL CIRCUIT TROUBLESHOOTING»(ref-513153-S19536592282012110700000) ).

If the MIL did not stay on

If the MIL did not stay on but there is a driveability problem, do the symptom troubleshooting.

HDS Clear Command

The PCM stores various specific data to correct the system even if there is no electrical power, such as when the 12 volt battery is disconnected. Stored data based on failed parts should be cleared by using the CLEAR COMMAND of the HDS, if parts are replaced.

The HDS has three kinds of clear commands to meet this purpose. They are DTC clear, PCM reset, and CKP pattern clear. The DTC clear command erases all stored DTCs, freeze data, the on-board snapshot, and readiness codes. This must be done with the HDS after reproducing the DTC during troubleshooting. The PCM reset command erases all stored DTCs, freeze data, on-board snapshot, readiness codes, and all specific data to correct the system except CKP pattern. If the CKP pattern data in the PCM was cleared, you must do the CKP pattern learn procedure. The CKP pattern clear command erases only CKP pattern data. This command is for repair of a misfire or the CKP sensor.

Learn Procedure (without the HDS)

1. Start the engine. Hold the engine speed at 3, 000 rpm without load (in P or N) until the radiator fan comes on.
2. Test-drive the vehicle on a level road: Decelerate (with the throttle fully closed) from an engine speed of 2, 500 rpm down to 1, 000 rpm with the transmission in D.
3. Repeat step 2 several times.
4. Turn the ignition switch to LOCK (0).
5. Turn the ignition switch to ON (II), and wait 30 seconds.

Substituting the PCM

Special Tools Required

1. Honda Diagnostic System (HDS) tablet tester
2. Honda Interface Module (HIM) and an iN workstation with the latest HDS software version
3. HDS pocket tester
4. GNA600 and an iN workstation with the latest HDS software version
5. MVCI unit with the latest control module (CM) update software installed

Any one of the above updating tools can be used.

Note. Use this procedure when you have to substitute a known-good PCM during troubleshooting procedures. Make sure the HDS/iN workstation or the MVCI has the latest HDS software version.

Scheme 618

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Scheme 621

1. Connect the HDS to the data link connector (DLC) (A) located under the driver's side of the dashboard.
2. Turn the ignition switch to ON (II).
3. Make sure the HDS communicates with the PCM and other vehicle systems. If it doesn't, go to the DLC circuit troubleshooting (see «DLC CIRCUIT TROUBLESHOOTING»(ref-513153-S33429882062012110700000) ). If you are returning from DLC circuit troubleshooting, skip steps 4 and 5 , then the clean the throttle body after substituting the PCM.
4. Select the INSPECTION MENU with the HDS.
5. Select the ETCS TEST, then select the TP POSITION CHECK, and follow the screen prompts. NOTE: If the TP POSITION CHECK indicates FAILED, continue this procedure.
6. Turn the ignition switch to LOCK (0).
7. Jump the SCS line with the HDS.
8. Remove the PCM cover (A), then go to step 9 (KC model) or step 10 (except KC model).
9. Remove the bracket (A).
10. Remove the bolts (D).
11. Disconnect PCM connectors A, B, and C, then remove the PCM (E). NOTE: PCM connectors A, B, and C have symbols (A=[], B=↑ , C=o) embossed on them for identification.
12. Install a known-good PCM in the reverse order of removal.
13. Turn the ignition switch to ON (II). NOTE: DTC P0630 (VIN Not Programmed or Mismatch) may be stored because the VIN has not been programmed into the PCM; ignore it, and continue this procedure.
14. Manually input the VIN to the PCM with the HDS.
15. Select the IMMOBI SYSTEM with the HDS.
16. Enter the immobilizer PCM code that you got from the iN, and use the PCM replacement procedure in the IMMOBI MENU of the HDS; it allows you to start the engine.
17. If the TP POSITION CHECK failed in step 5 , clean the throttle body (see «THROTTLE BODY TEST»(ref-513163-S00568422612012110700000) ).
18. Reset the PCM with the HDS.
19. Update the PCM if it does not have the latest software (see «PCM UPDATE»(ref-513153-S08553155092012110700000) ).
20. Do the PCM idle learn procedure (see «PCM IDLE LEARN PROCEDURE»(ref-513173-S16164063582012110700000) ). NOTE: If the IMA battery level indicator displays no level, start the engine, and hold it between 3, 500 and 4, 000 rpm without load (in P or N) until the level in the indicator is half full.
21. Do the CKP pattern clear/CKP pattern learn procedure.
22. Do the start clutch control calibration procedure (see «START CLUTCH PRESSURE CONTROL CALIBRATION PROCEDURES»(ref-513160-S17379522282012110700000) ).

OBD Status

The OBD status shows the current system status of each DTC and all of the parameters. This function is used to see if the repair was successfully completed. The results of diagnostic tests for the DTC are displayed as

1. PASSED: The on board diagnosis is successfully finished.
2. FAILED: The on board diagnosis has finished but failed.
3. EXECUTING: The vehicle is in the enable criteria conditions of the DTC, and the on board diagnosis is running.
4. NOT COMPLETED: The on board diagnosis was running but is out for the enable conditions for the DTC.
5. OUT OF CONDITION: The vehicle has stayed out of the enable conditions of the DTC.

Electronic Control Systems

The functions of the fuel and emission control systems are managed by the powertrain control module (PCM).

Self-Diagnosis

The PCM detects the failure of a signal from a sensor or from another control unit and stores a Pending DTC or a Confirmed DTC. Depending on the failure, a Confirmed DTC is stored in either the first or the second drive cycle. When a Confirmed DTC is stored, the PCM turns on the malfunction indicator lamp (MIL) by a signal to the gauge control module via F-CAN.

1. One Drive Cycle Detection Method When an abnormality occurs in the signal from a sensor or from another control unit, the PCM stores a Confirmed DTC for the failure and turns on the MIL immediately.
2. Two Drive Cycle Detection Method

When an abnormality occurs in the signal from a sensor or from another control unit in the first drive cycle, the PCM stores a Pending DTC. The MIL does not come on at this time. If the failure continues in the second drive cycle, the PCM stores a Confirmed DTC and turns on the MIL.

Fail-Safe Function

When an abnormality occurs in the signal from a sensor or from another control unit, the PCM ignores that signal and substitutes a pre-programmed value for it that allows the engine to continue running. This causes a Confirmed DTC to be stored and the MIL to come on.

MIL Bulb Check and Readiness Code Condition

When the ignition switch is turned to ON (II), the PCM turns on the MIL via the F-CAN circuit for about 15 to 20 seconds to check the bulb condition. If any readiness codes are not set to complete, the MIL flashes five times. If all readiness codes are set to complete, the MIL goes off.

Self Shut Down (SSD) Mode

After the ignition switch is turned to ACC (I) or to LOCK (0), the PCM stays on for up to an hour. If a PCM connector is disconnected during this time, the PCM may be damaged. To cancel this mode, disconnect the negative cable from the 12 volt battery or jump the SCS line with the HDS after the ignition switch is turned to ACC (I) or to LOCK (0).

Scheme 622

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Scheme 645

PGM-FI System

The programmed fuel injection (PGM-FI) system is a sequential multiport fuel injection system.

Air Conditioning (A/C) Compressor Clutch Relay

When the PCM receives a demand for cooling from the A/C system, it delays the compressor from being energized, and enriches the mixture to assure smooth transition to the A/C mode.

Air Fuel Ratio (A/F) Sensor

The A/F sensor operates over a wide air/fuel range. The A/F sensor is installed upstream of the warm up three way catalytic converter (WU-TWC), and it sends signals to the PCM which varies the duration of fuel injection accordingly.

Scheme 646

Barometric Pressure (BARO) Sensor

The BARO sensor is inside the PCM. It converts atmospheric pressure into a voltage signal that is used by the PCM to modify the basic duration of the fuel injection discharge.

Camshaft Position (CMP) Sensor

The CMP sensor detects the position of the No. 1 cylinder as a reference for sequential fuel injection to each cylinder.

Scheme 647

Crankshaft Position (CKP) Sensor

The CKP sensor detects crankshaft speed and is used by the PCM to determine ignition timing, timing for the fuel injection of each cylinder, and engine misfire detection.

Scheme 648

Engine Coolant Temperature (ECT) Sensors 1 and 2

ECT sensors 1 and 2 are temperature dependent resistors (thermistors). The resistance decreases as the engine coolant temperature increases.

Scheme 649

Ignition Timing Control

The PCM contains the memory for basic ignition timing at various engine speeds and manifold absolute pressures. It also adjusts the timing according to engine coolant temperature and intake air temperature.

Injector Timing and Duration

The PCM contains the memory for basic discharge duration at various engine speeds and manifold pressures. The basic discharge duration, after being read out from the memory, is further modified by input from various sensors to obtain the final discharge duration.

By monitoring long term fuel trim, the PCM can detect long term malfunctions in the fuel system and sets diagnostic trouble codes (DTCs) if needed.

Knock Sensor

The knock control system adjusts the ignition timing to minimize knock.

Scheme 650

Manifold Absolute Pressure (MAP) Sensor

The MAP sensor converts manifold absolute pressures into electrical signals that are sent to the PCM.

Scheme 651

Malfunction Indicator Lamp (MIL) Indication (In relation to Readiness Codes)

The vehicle has certain readiness codes that are part of the on-board diagnostics for the emissions systems. If the vehicle's 12 volt battery has been disconnected or gone dead, if DTCs have been cleared, or if the PCM has been reset, these codes are reset. In some states, part of the emissions testing is to make sure these codes are set to complete. If all of them are not set to complete, the vehicle may fail the test, or the test cannot be finished.

To check if the readiness codes are set to complete, turn the ignition switch to ON (II), but do not start the engine. The MIL will come on for 15-20 seconds. If it then goes off, the readiness codes are complete. If it flashes five times, one or more readiness codes are not set to complete. To set each code, drive the vehicle or run the engine as described in the procedures (see HOW TO SET READINESS CODES ).

Mass Air Flow (MAF) Sensor/Intake Air Temperature (IAT) Sensor

The mass airflow (MAF) sensor/intake air temperature (IAT) sensor contains a hot wire, a cold film, and a thermistor. The sensor is in the intake air passage. The resistance of the hot wire, the cold film, and the thermistor changes due to intake air temperature and air flow. The control circuit in the MAF sensor controls the current to keep the hot wire at a set temperature. The current is converted to voltage in the control circuit, then output to the PCM.

Scheme 652

Vehicle Speed Sensor

This sensor detects final drive speed.

Scheme 653

Secondary Heated Oxygen Sensor (Secondary HO2S)

The secondary HO2S detects the oxygen content in the exhaust gas downstream of the three way catalytic converter (TWC), and sends signals to the PCM which varies the duration of fuel injection accordingly. To stabilize its output, the sensor has an internal heater. The PCM compares the HO2S output with the A/F sensor output to determine catalyst efficiency. The secondary HO2S is installed upstream of the under-floor three way catalytic converter (TWC).

Scheme 654

Electronic Throttle Control System

The throttle is electronically controlled. Refer to the (Scheme 657) to see a functional layout of the system.

Idle control: When the engine is idling, the PCM controls the throttle actuator to maintain the proper idle speed according to engine loads.

Acceleration control: When the accelerator pedal is pressed, the PCM opens the throttle valve based on the accelerator pedal position (APP) sensor signal.

Cruise control: The PCM controls the throttle actuator to maintain set speed when the cruise control is operating. The throttle actuator takes the place of the cruise control actuator.

Accelerator Pedal Position (APP) Sensor

As the accelerator pedal position changes, the sensor varies the signal voltage to the PCM which then controls the throttle position.

Scheme 655

Throttle Body

The throttle body is a single-barrel side draft type. To prevent icing of the throttle plate, the lower portion of the throttle valve is heated by engine coolant from the cylinder head.

Scheme 656

Electronic Throttle Control System Diagram

The electronic throttle control system consists of the throttle actuator, TP sensor A/B, APP sensor A/B, the ETCS control relay, and the PCM.

Scheme 657

VTEC

The VTEC system changes intake and exhaust valve lift characteristics (in normal lift and pause modes) to improve fuel economy. Two rocker arm oil control solenoids in the engine oil passage that leads to the intake and exhaust rocker arms controls the intake and the exhaust valve lift. The engine oil pressure is monitored by two rocker arm oil pressure sensors.

Start running

The engine runs on normal valve lift mode 1.

High acceleration from low speed

The engine runs on normal valve lift mode 1.

Low speed cruise

The intake and exhaust valves pause to reduce valve spring compression and pumping loss.

High acceleration from high speed

The engine runs on the normal lift cam. During an uphill run or an abrupt acceleration, the engine runs on normal valve lift mode 2 for about 2 seconds to check the VTEC system, then it returns to normal valve lift mode 1.

High speed cruise

The engine runs on normal valve lift mode 1.

Deceleration

The intake and exhaust valves pause and reduce engine braking force.

Stop

The rocker arm changes to normal valve lift mode 1, and prepares for engine restart.

Scheme 658

Normal valve lift mode 1 (default)

Rocker arm oil control solenoids A and B are both off. Engine oil pressure from the oil pump passes the spool valve and the rocker arm. Engine oil pressure is applied to the intake side pistons and the exhaust side pistons. This causes the primary and secondary rocker arms to shift the valves to their normal lift positions.

Scheme 659

Normal valve lift mode 2

Rocker arm oil control solenoid A is off and rocker arm oil control solenoid B is on. Engine oil pressure from the oil pump passes the spool valve and the rocker arm. Engine oil pressure is applied to the intake side pistons and the exhaust side pistons. This causes the primary and secondary rocker arms to shift the valves to their normal lift positions. By turning off rocker arm oil control solenoid A only, the spool valve is changed to normal valve lift mode 2 quickly. It enables the valve lift to change from valve pause mode to the normal lift position quickly. In this mode, the VTEC system is checked for about 2 seconds.

Scheme 660

Valve pause mode

Rocker arm oil control solenoids A and B are both on. Engine oil pressure from the oil pump passes the spool valve and the rocker arm. Engine oil pressure is applied to the intake side pistons and the exhaust side pistons. This causes the primary and secondary rocker arms to separate, shift the valves to their pause positions.

Scheme 661

Idle Control System

When the engine is cold, if the A/C compressor is on, the transmission is in gear, the brake pedal is pressed, or the 12 volt battery is charging, the PCM sends signals to the throttle actuator to maintain the correct idle speed.

Brake Pedal Position Switch

The brake pedal position switch signals the PCM when the brake pedal is pressed.

Fuel Cutoff Control

During deceleration with the throttle valve closed, current to the injectors is cut off to improve fuel economy at engine speeds over 850 rpm. Fuel cutoff control also occurs when the engine speed exceeds 6, 300 rpm, regardless of the position of the throttle valve, to protect the engine from over-revving. When the vehicle is stopped, the PCM cuts the fuel at engine speeds over 4, 500 rpm. On a cold engine, fuel cut occurs at a lower engine speed.

Fuel Pump Control

When the ignition switch is turned to ON (II), the PCM grounds PGM-FI main relay 2 which feeds current to the fuel pump for 2 seconds to pressurize the fuel system. When the engine starts, the PCM grounds PGM-FI main relay 2 and feeds current to the fuel pump. When the engine is not running and the ignition switch is turned to ON (II), the PCM cuts ground to PGM-FI main relay 2 which cuts current to the fuel pump.

PGM-FI Main Relays 1 and 2

PGM-FI main relay 1 is energized whenever the ignition switch is turned to ON (II) to supply battery voltage to the PCM, power to the injectors, and power for PGM-FI main relay 2. PGM-FI main relay 2 is energized to supply power to the fuel pump for 2 seconds when the ignition switch is turned to ON (II), and when the engine is cranking or running.

Warm Up Three Way Catalytic Converter (WU-TWC) and Under-Floor Three Way Catalytic Converter (Under-Floor TWC)

The WU-TWC and the under-floor TWC convert hydrocarbons (HC), carbon monoxide (CO), and oxides of nitrogen (NOx) in the exhaust gas to carbon dioxide (C02), nitrogen (N2), and water vapor.

WU-TWC (ATTACHED TO THE CYLINDER HEAD)

Scheme 662

UNDER FLOOR TWC

Scheme 663

Exhaust Gas Recirculation (EGR) System

(Scheme 664)to see a functional layout of the system.

EGR Valve

The EGR valve lowers peak combustion temperatures and reduces oxides of nitrogen emissions (NOx) by recirculating exhaust gas through the intake manifold and into the combustion chambers.

Exhaust Gas Recirculation (EGR) System Diagram

The EGR system reduces oxides of nitrogen (NOx) emissions by recirculating exhaust gas through the EGR pipe and the intake manifold, and into the combustion chambers. Routing the exhaust gas through the EGR pipe helps to prevent carbon deposits from forming in the intake manifold and the throttle body. The PCM memory contains the ideal EGR valve positions for various operating conditions.

The EGR valve position sensor detects the amount of EGR valve lift and sends it to the PCM. The PCM then compares it with the ideal lift in its memory (based on signals sent from other sensors). If there is any difference between the two, the PCM adjusts the current to the EGR valve.

Scheme 664

Positive Crankcase Ventilation (PCV) System

The PCV valve prevents blow-by gases from escaping into the atmosphere by venting them into the intake manifold.

Scheme 665

Evaporative Emission (EVAP) System

(Scheme 669)to see a functional layout of the system.

EVAP Canister

The EVAP canister temporarily stores fuel vapor from the fuel tank until it can be purged back into the engine and burned.

EVAP Canister Purge Valve

When the engine coolant temperature is below 113°F (45°C), the PCM does not duty cycle (turn off) the EVAP canister purge valve, which prevents the purging of the EVAP canister.

Scheme 666

Fuel Tank Pressure (FTP) Sensor

The FTP sensor converts fuel tank absolute pressure into an electrical input to the PCM.

Scheme 667

EVAP Canister Vent Shut Valve

The EVAP canister vent shut valve is mounted in the EVAP canister.

The EVAP canister vent shut valve controls venting of the EVAP canister.

Scheme 668

Evaporative Emission (EVAP) Control Diagram

The EVAP controls minimize the amount of fuel vapor escaping to the atmosphere. Vapor from the fuel tank is temporarily stored in the EVAP canister until it can be purged from the canister into the engine and burned.

The EVAP canister is purged by drawing fresh air through it and into a port on the intake manifold.

The purging vacuum is controlled by the EVAP canister purge valve, which operates whenever the engine coolant temperature is above 113°F (45°C).

Scheme 669

Fuel Cap Warning Message

The PCM detects a loose or missing fuel fill cap as an evaporative system leak and alerts the driver by showing a warning message in the gauge display.

First drive cycle

The first time a leak is detected, a TIGHTEN FUEL CAP message appears in the gauge display (A). To scroll to another message, press the select/reset button. The TIGHTEN FUEL CAP message appears each time you restart the engine until the system turns the message off.

Scheme 670

Procedure

1. Tighten the fuel fill cap until it clicks.
2. Clear the Pending DTC with the HDS.
3. Verify there is no leak by doing an EVAP FUNCTION TEST in the INSPECTION MENU with the HDS.

1. Tighten the fuel fill cap until it clicks.
2. Start the engine, then turn the ignition switch to LOCK (0).
3. Repeat step 2 two more times.

Ecological Drive Assist System (Eco assist)

The Eco assist provides drivers a way to maximize fuel economy by monitoring driving habits. Eco assist has two main components to assist in overall fuel economy: effective control and the driver feedback system. Used together, they provide the best possible fuel economy.

Scheme 671

Scheme 672

Effective Control

Effective control monitors several vehicle systems when the ECON button on the dashboard is on. These systems include PGM-FI, cruise control, CVT control, IMA, and air conditioning. Effective control keeps all of the monitored systems operating efficiently for the best fuel economy. Effective control is activated by the ECON button on the instrument panel. When the green indicator in the button is on, effective control is on.

When the ECON button is off, pressing it sends a signal to the gauge control module, and the gauge control module then sends an ON signal, via F-CAN and B-CAN, to the PCM, the climate control unit, and the MCM. When this occurs, the PGM-FI, cruise control, CVT control, IMA, and A/C systems revert to effective control. In addition, the PCM sends a signal, via F-CAN, to turn on the indicator in the ECON button and to display ECON ON in the MID (see SYSTEM DESCRIPTION ). When the ECON button is on, pressing it sends the opposite signal to the gauge control module, and reverse events occur to turn off effective control.

The ECON mode (on or off) remains set when the ignition is turned to LOCK (0).

Scheme 673

ETCS (Electronic Throttle Control System)

To decrease fuel use when the accelerator is pressed quickly, ETCS keeps the throttle response smooth.

When the accelerator is pressed past a certain point, the throttle assumes normal response to maintain acceleration performance.

Scheme 674

Cruise Control

To decrease fuel use when cruise control is in use, the cruise acceleration and cruise speed responses are milder than normal. When the vehicle speed is reduced by extra load conditions, cruise control assumes its normal response to maintain vehicle speed.

CVT (Continuously Variable Transmission) Control

The shift pattern changes depending on how the accelerator is pressed. To optimize fuel economy, ratio changes are smoother than when the ECON button is pressed off (see ECON ON MODE ).

IMA (Integrated Motor Assist)

The conditions for auto idle stop are expanded, regenerative braking during deceleration is increased, and power to the IPU (intelligent power unit) fan is increased (see AUTO IDLE STOP SYSTEM ).

Air conditioning system

To decrease fuel use when the ECON button is pressed on, the A/C switches to recirculation mode, the output of interior air volume decreases, and the compressor operates less frequently (see AIR CONDITIONING SYSTEM CONTROL IN THE ECON ON MODE ).

Driver Feedback System

The driver feedback system provides real-time driving information and gives drivers an interactive way to practice fuel-efficient driving. The driver feedback system includes two visual aids on the instrument panel: an ambient meter and an Eco guide.

Ambient Meter

The ambient meter is the background color of the speedometer. It changes color based on data the PCM receives from various control units and sensors. The PCM calculates this data, forms an Eco drive profile, and then sends the profile to the gauge control module via F-CAN. When the gauge control module receives the Eco drive profile data, it can respond by changing the background color of the speedometer. During low fuel economy, the ambient meter is blue; at medium fuel economy, the meter is blue-green; and at high fuel economy, it's green.

Eco Guide

The Eco guide is one of the screens in the MID. It rewards continuous improvement in fuel economy by "growing" five plant icons, one leaf at a time, based on fuel-efficient driving. The Eco guide has three progressively difficult Eco stages: The first stage can grow two leaves on each of the five plants; the second can grow four leaves on each plant; the third stage can grow a blossom on each plant.

In addition, an Eco drive bar at the bottom of the Eco guide gives the driver real-time fuel economy information. A longer bar indicates lower fuel economy, and a shorter bar indicates higher fuel economy.

The PCM adds data to the Eco guide by forming an Eco drive profile. The PCM sends the Eco drive profile to the gauge control module via F-CAN. When the gauge control module receives the Eco drive profile data, it responds by adding the data to the Eco guide.

Scheme 675

Eco Drive Profile

The Eco drive profile contains information the PCM receives from control units and sensors monitoring driving habits. The profile consists of several rating components, including real-time driving information, the Eco score, the lifetime points, the Eco stages, and the Eco driving record.

Real-Time Driving Information

Real-time driving information includes the driver's acceleration and braking habits, viewed from a fuel economy standpoint. Based on information received, the ambient meter (background color of the speedometer) changes color: During low fuel economy, the ambient meter is blue; at medium fuel economy, the meter is blue-green; and at high fuel economy, it's green. In addition, the Eco drive bar on the MID changes from a long bar (during low fuel economy driving) to a short bar (during high fuel economy driving).

Scheme 676

Eco Score

The Eco score is a fuel economy average calculated from real-time driving information, idle time evaluation, and the percentage of time the ECON button is on. The Eco score determines how many points (parts of the plant icon) are awarded on the Eco guide. Calculation of the Eco score begins when the ignition is turned to ON (II), and continues while the ignition is in ON (II). The Eco score begins to display on the Eco guide after 3 minutes of engine idling or 218 yards of driving. The calculation logic changes for each Eco stage, making it progressively harder to score points.

Eco Stages

There are three stages that can be reached on the Eco guide by accumulating Lifetime points. The first stage can grow two leaves on each of the five plant icons; the second can grow four leaves on each plant icon; the third stage can grow a blossom on each plant icon. Each stage is progressively more difficult to reach.

Lifetime Points

This is the accumulated point total for the lifetime of the vehicle. Lifetime points are used to determine which Eco stage has been achieved by the driver. Lifetime points are not deleted when the vehicle's 12 volt battery is disconnected, after resetting the PCM, or after a PCM update. The lifetime points can be reset (see ECO GUIDE FEEDBACK MONITOR ON THE MULTI-INFORMATION DISPLAY ).

Scheme 677

Eco Driving Record

When the ignition switch is turned to LOCK (0) after a drive, the driving record for the drive is stored in the PCM. Up to five of the most recent driving records can be stored. The data from these drive records can be displayed using the HDS. An Eco driving record is not stored after a drive of less than 3 minutes, or less than 218 yards (200 meters). Eco driving records are deleted when the vehicle's 12 volt battery is disconnected, after resetting the PCM, or after a PCM update.

The vehicle has certain readiness codes that are part of the on-board diagnostics for the emissions systems. If the vehicle's 12 volt battery has been disconnected or gone dead, if DTCs have been cleared, or if the PCM has been reset, these readiness codes are reset to incomplete. In some states, part of the emissions testing is to make sure these codes are set to complete. If all of them are not set to complete, the vehicle may fail the emission test, or the test cannot be finished.

To check if the readiness codes are set to complete, turn the ignition switch to ON (II), but do not start the engine. The MIL comes on for 15 to 20 seconds. If it then goes off, the readiness codes are set to complete. If it flashes five times, one or more readiness codes are not set to complete. To set readiness codes from incomplete to complete, do the procedure for the appropriate code.

To check the status of a specific DTC system, check the OBD status in the DTC MENU with the HDS (see OBD STATUS ). This screen displays the DTC, the current data list of the enable criteria, and the status of the readiness testing.

Catalytic Converter Monitor and Readiness Code

Note. During the procedure, do not turn the ignition switch to ACC (I) or to LOCK (0). All readiness codes are cleared when the 12 volt battery is disconnected, if DTCs have been cleared, or if the PCM is reset with the HDS. Low ambient temperatures or excessive stop-and-go traffic may increase the drive time needed to switch the readiness code from incomplete to complete. The readiness code will not switch to complete until all the enable criteria are met. If a fault in the secondary HO2S system caused the MIL to come on, the readiness code cannot be set to complete until you correct the fault.

Enable Criteria

1. ECT SENSOR 1 at 158°F (70°C) or more.
2. IAT SENSOR at 20°F (-7°C) or more.
3. Vehicle speed (VSS) above 25 mph (40 km/h).

1. Connect the HDS to the vehicle's data link connector (DLC), and bring up the READINESS CODEs screen for Catalyst in the DTCs MENU.
2. Start the engine.
3. Test-drive the vehicle under stop-and-go conditions with short periods of steady cruise. After about 5 miles (8 km), the readiness code should switch to complete.
4. If the readiness code is still not set to complete, check for a Pending DTC with the HDS. If there is no DTC, one or more of the enable criteria were probably not met; repeat the procedure.

Evaporative Emission (EVAP) Control System Monitor and Readiness Code

Note. All readiness codes are cleared when the 12 volt battery is disconnected, if DTCs have been cleared, or if the PCM is reset with the HDS.

1. 12 volt battery voltage is more than 10.5 V.
2. Engine at idle.
3. ECT SENSOR 1 and 2 between 176°F (80°C) and 212°F (100°C).
4. MAP sensor less than 46.6 kPa (14 inHg, 350 mmHg).
5. Vehicle speed (VSS) 0 mph (0 km/h).
6. IAT SENSOR 1 between 32°F (0°C) and 212°F (100°C).

1. Connect the HDS to the DLC.
2. Start the engine.
3. Select EVAP TEST in the INSPECTION MENU with the HDS, then select the FUNCTION TEST in the EVAP TEST MENU. If the result is normal, readiness is complete. If the result is not normal, go to the next step.
4. Check for a Pending DTC. If there is no DTC, one or more of the enable criteria were probably not met; repeat the procedure.

Air Fuel Ratio (A/F) Sensor Monitor and Readiness Code

Note. During the procedure, do not turn the ignition switch to ACC (I) or to LOCK (0). All readiness codes are cleared when the 12 volt battery is disconnected, if DTCs have been cleared, or if the PCM is reset with the HDS.

ECT SENSOR 1 at 140°F (60°C) or more.

1. Start the engine.
2. Test-drive the vehicle under stop-and-go conditions with short periods of steady cruise. During the drive, decelerate (with the throttle fully closed) for 5 seconds. After about 3.5 miles (5.6 km), the readiness code should switch from incomplete to complete.
3. Check the readiness codes screen for the AIR FUEL RATIO (A/F) SENSOR in the DTCs MENU with the HDS. If the HDS indicates shows complete, readiness is complete. If the HDS indicates shows not complete, go to the next step.
4. Check for a Pending DTC. If there is no DTC, the enable criteria was probably not met. Select the DATA LIST MENU. Check ECT SENSOR 1 in the ALL DATA LIST with the HDS. If ECT SENSOR 1 is less than 140°F (60°C), run the engine until it is more than 140°F (60°C), then repeat the procedure.

Air Fuel Ratio (A/F) Sensor Heater Monitor Readiness Code

Note. All readiness codes are cleared when the 12 volt battery is disconnected, if DTCs have been cleared, or if the PCM is reset with the HDS.

1. Start the engine, and let it idle for 1 minute. The readiness code should switch from incomplete to complete.
2. If the readiness code is still not set to complete, check for a Pending DTC. If there is no DTC, repeat the procedure.

Misfire Monitor and Readiness Code

1. This readiness code is always set to available because misfiring is continuously monitored.
2. Monitoring pauses, and the misfire counter resets, if the vehicle is driven over a rough road.
3. Monitoring also pauses, and the misfire counter holds at its current value, if the throttle position changes more than a predetermined value, or if driving conditions fall outside the range of any related enable criteria.

Fuel System Monitor and Readiness Code

1. This readiness code is always set to available because the fuel system is continuously monitored during closed loop operation.
2. Monitoring pauses when the catalytic converter, EVAP control system, and A/F sensor monitors are active.
3. Monitoring also pauses when any related enable criteria are not being met. Monitoring resumes when the enable criteria is again being met.

Comprehensive Component Monitor and Readiness Code

This readiness code is always set to available because the comprehensive component monitor is continuously running whenever the engine is cranking or running.

EGR Monitor and Readiness Code

Note. During the procedure, do not turn the ignition switch to ACC (I) or to LOCK (0). All readiness codes are cleared when the 12 volt battery is disconnected, if DTCs have been cleared, or if the PCM is reset with the HDS.

ECT SENSOR 1 at 176°F (80°C) or more.

1. Connect the HDS to the DLC.
2. Start the engine.
3. Drive at a steady speed, with the transmission in D, at 50-62 mph (80-100 km/h) or above for more than 10 seconds.
4. With the transmission in D, decelerate from 62 mph (100 km/h) or above by completely releasing the throttle for at least 5 seconds. If the engine is stopped during this step, repeat step 3 and 4.
5. Check the OBD status screen for DTC P0401 in the DTCs MENU with the HDS. If it is passed, readiness is complete. If it is not passed, go to step 3 and retest.